Information Display System And Method

ABSTRACT

A vehicle display may convey vehicle trip information and vehicle range information graphically to assist drivers in qualitatively visualizing and determining whether they can successfully make it to their destination before an on-board energy source is depleted. A trip gauge may include indicators corresponding to the relative locations of the vehicle, the destination, and a projected zero charge location associated with the vehicle&#39;s range or distance to empty value. The positions of the indicators relative to one another may indicate whether the excess energy is available for the vehicle to reach the destination or whether the energy available is insufficient. A battery gauge may also convey information associated with the vehicle range. Portions of the trip gauge and the battery gauge, as well as one or more of the associated indicators, may assigned various color values for display based upon energy consumption, vehicle range, and target distance information.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. provisional Application No.61/430,349 filed Jan. 6, 2011, the disclosure of which is incorporatedin its entirety by reference herein.

TECHNICAL FIELD

The present application relates to an information display system andmethod for a vehicle for graphically displaying vehicle range anddestination information relative to each other and the vehicle location.

BACKGROUND

Plug-in electric vehicle, including battery electric vehicles (BEVs) andplug-in hybrid electric vehicles (PHEVs), may be connected to anexternal power supply for charging a vehicle battery. Such vehiclestypically include a charge cord that extends from an external powersupply and is physically connected to a vehicle charging port tofacilitate charging of the vehicle battery. The vehicle battery provideselectrical power to operate a motor, which generates wheel torque forpropelling the vehicle. When the battery charge is depleted, the vehiclemay no longer be mobile, particularly with respect to BEVs. Economicaldriving choices can help extend the vehicle's range, particularly byreducing the rate at which the vehicle expends energy stored in thebattery.

Vehicles include a number of interfaces, such as gauges, indicators,and/or displays to convey information to the driver regarding thevehicle and its surroundings. With the advent of new technologies, theseinterfaces have become more sophisticated. For example, some vehiclesinclude battery state of charge gauges and vehicle range indicators.Also, many hybrid electric vehicles (HEVs) incorporate gauges thatattempt to provide the driver with information on the various hybriddriving states. Some gauges will indicate to the driver when the vehicleis being propelled by an engine alone, a motor alone, or a combinationof the two. Similarly, a display may indicate when the motor isoperating as a generator, and is recharging an energy storage device,such as the battery. As new technologies increase in complexity, driversrely on these interfaces to convey information that will help them makeeconomical driving choices, enhance their driving experience, and safelyreach their destination.

SUMMARY

According to one or more embodiments of the present application, abattery gauge for a vehicle may include a first end associated with alower battery charge limit and a second end associated with an upperbattery charge limit. The battery gauge may further include a state ofcharge (SOC) indicator disposed between the first end and the second endbased on a battery SOC. The battery gauge may also include a targetindicator associated with a target destination. The target indicator maybe disposed between the first end and the second end based on a targetdistance. The target distance may correspond to a distance between thevehicle and the target destination. The position of the SOC indicatorrelative to the first end may correspond to an estimated vehicle range.

The position of the target indicator relative to the SOC indicator mayindicate the target distance from a current vehicle location to thetarget destination. Alternatively, the position of the target indicatorrelative to the first end may indicate the target distance from acurrent vehicle location to the target destination. In general, theposition of the target indicator relative to the SOC indicator and thefirst end may indicate whether the vehicle is currently able to reachthe target destination based on the battery SOC. The target indicatormay be disposed between the SOC indicator and the first end when theestimated vehicle range exceeds the target distance indicating surplusbattery energy exists for the vehicle to reach the target destinationunder current operating conditions. The position of the target indicatorrelative to the SOC indicator may be indicative of a magnitude of thesurplus battery energy. Moreover, the SOC indicator may be disposedbetween the first end and the target indicator when the target distanceexceeds the estimated vehicle range indicating insufficient batteryenergy is available for the vehicle to reach the target destinationunder current operating conditions. The insufficient battery energy maycorrespond to an energy deficit. The position of the target indicatorrelative to the SOC indicator may be indicative of a magnitude of theenergy deficit.

According to one or more additional embodiments, a display controlsystem for a vehicle may include a display in communication with acontroller. The display may include a battery gauge having a first endassociated with a lower battery charge limit, a second end associatedwith an upper battery charge limit, and a state of charge (SOC)indicator associated with a battery SOC. The display may further includea target indicator associated with a target destination. The controllermay be configured to calculate an estimated vehicle range based at leastupon the battery SOC and calculate a target distance based on a currentvehicle location and the target destination. The controller may befurther configured to output a signal causing the display to adjust aposition of the target indicator relative to the SOC indicator based onthe estimated vehicle range and the target distance. The position of thetarget indicator relative to the SOC indicator may be indicative of thetarget distance from the current vehicle location to the targetdestination. Alternatively, the position of the target indicatorrelative to the first end may be indicative of the target distance froma current vehicle location to the target destination.

The target indicator may be disposed between the SOC indicator and thefirst end when the estimated vehicle range exceeds the target distanceindicating surplus battery energy exists for the vehicle to reach thetarget destination under current operating conditions. The position ofthe target indicator relative to the SOC indicator may be indicative ofa magnitude of the surplus battery energy. The SOC indicator may bedisposed between the first end and the target indicator when the targetdistance exceeds the estimated vehicle range indicating insufficientbattery energy is available for the vehicle to reach the targetdestination under current operating conditions. The insufficient batteryenergy may correspond to an energy deficit. The position of the targetindicator relative to the SOC indicator may be indicative of a magnitudeof the energy deficit.

In accordance with one or more embodiments of the present application, adisplay method may include calculating a target distance based upon acurrent vehicle location and a target destination and calculating anestimated vehicle range based upon a battery state of charge (SOC). Themethod may further include displaying a battery gauge including a firstend associated with a lower battery charge limit, a second endassociated with an upper battery charge limit, a state of charge (SOC)indicator associated with a battery SOC, and a target indicatorassociated with the target destination. The target indicator may bespaced apart from the SOC indicator based on the estimated vehicle rangeand the target distance. Moreover, the target indicator may be disposedbetween the SOC indicator and the first end when the estimated vehiclerange exceeds the target distance indicating surplus battery energyexists for the vehicle to reach the target destination under currentoperating conditions. Further, the SOC indicator may be disposed betweenthe first end and the target indicator when the target distance exceedsthe estimated vehicle range indicating insufficient battery energy isavailable for the vehicle to reach the target destination under currentoperating conditions.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a simplified, exemplary schematic representation of a vehicleincluding a display control system in accordance with one or moreembodiments of the present application;

FIG. 2 a depicts an exemplary display in accordance with one or moreembodiments of the present application;

FIG. 2 b depicts an alternate view of the display in FIG. 2 a;

FIG. 3 a depicts an exemplary display in accordance with one or moreembodiments of the present application;

FIG. 3 b depicts an alternate view of the display in FIG. 3 a;

FIG. 4 a depicts another exemplary display in accordance with one ormore embodiments of the present application;

FIG. 4 b depicts an alternate view of the display in FIG. 4 a;

FIG. 5 a depicts yet another exemplary display in accordance with one ormore embodiments of the present application;

FIG. 5 b depicts an alternate view of the display in FIG. 5 a;

FIG. 6 is a simplified, exemplary flow diagram depicting a method forconveying vehicle range information using colors in accordance with oneor more embodiments of the present application;

FIG. 7 is a simplified, exemplary flow diagram depicting a method forconveying vehicle range and energy surplus information using colors inaccordance with one or more embodiments of the present application;

FIG. 8 is a simplified, exemplary flow diagram depicting a method forconveying the instantaneous energy consumption information in accordancewith one or more embodiments of the present application;

FIG. 9 a depicts yet another exemplary display in accordance with one ormore embodiments of the present application; and

FIG. 9 b depicts an alternate view of the display in FIG. 9 a.

DETAILED DESCRIPTION

As required, detailed embodiments of the present application aredisclosed herein; however, it is to be understood that the disclosedembodiments are merely exemplary of an invention that may be embodied invarious and alternative forms. The figures are not necessarily to scale;some features may be exaggerated or minimized to show details ofparticular components. Therefore, specific structural and functionaldetails disclosed herein are not to be interpreted as limiting, butmerely as a representative basis for teaching one skilled in the art tovariously employ one or more embodiments the present application.

Referring now to the drawings, FIG. 1 is a simplified, exemplaryschematic diagram of a vehicle 10. The illustrated embodiment depictsthe vehicle 10 as a battery electric vehicle (BEV), which is anall-electric vehicle propelled by one or more electric motors 12 withoutassistance from an internal combustion engine. The motor 12 may receiveelectrical power and provide mechanical rotational output power. Themotor 12 may be mechanically connected to a gearbox 14 for adjusting theoutput torque and speed of the motor 12 by a predetermined gear ratio.The gearbox 14 may be connected to a set of drive wheels 16 by an outputshaft 18. Other embodiments of the vehicle 10 may include multiplemotors (not shown) for propelling the vehicle. The motor 12 may alsofunction as a generator for converting mechanical power into electricalpower. A high voltage bus 20 electrically connects the motor 12 to anenergy storage system 22 through an inverter 24.

The energy storage system 22 may include a main battery 26 and a batteryenergy control module (BECM) 28. The main battery 26 may be a highvoltage battery that is capable of outputting electrical power tooperate the motor 12. According to one or more embodiments, the mainbattery 26 may be a battery pack made up of several battery modules.Each battery module may contain a plurality of battery cells. Thebattery cells may be air cooled using existing vehicle cabin air. Thebattery cells may also be heated or cooled using a battery thermalsystem, such as a fluid coolant system. The BECM 28 may act as acontroller for the main battery 26. The BECM 28 may also include anelectronic monitoring system that manages temperature and state ofcharge of each of the battery cells. Other embodiments of the vehicle 10may utilize different types of energy storage systems, such ascapacitors and fuel cells (not shown).

As shown in FIG. 1, the motor 12, the gearbox 14, and the inverter 24may collectively be referred to as a transmission 30. To control thecomponents of the transmission 30, a vehicle control system, showngenerally as a vehicle controller 32, may be provided. Although it isshown as a single controller, the vehicle controller 32 may includemultiple controllers that may be used to control multiple vehiclesystems. For example, the vehicle controller 32 may be a vehicle systemcontroller/powertrain control module (VSC/PCM). In this regard, the PCMportion of the VSC/PCM may be software embedded within the VSC/PCM, orit can be a separate hardware device. The vehicle controller 32generally includes any number of microprocessors, ASICs, ICs, memory(e.g., FLASH, ROM, RAM, EPROM and/or EEPROM) and software code to co-actwith one another to perform a series of operations. The vehiclecontroller 32 may communicate with other controllers (e.g., BECM 28)over a hardline vehicle connection 34 using a common bus protocol (e.g.,CAN).

Just as the main battery 26 includes a BECM, other devices controlled bythe vehicle controller 32 may have their own controllers orsub-controllers. For example, the transmission 30 may include atransmission control module (TCM) 36, configured to coordinate controlof specific components within the transmission 30, such as the motor 12and/or the inverter 24. The TCM 36 may communicate with the vehiclecontroller 32 over the CAN bus 34. The TCM 36 may include a motorcontroller for monitoring, among other things, the position, speed,power consumption and temperature of the motor 12. Using thisinformation and a throttle command by the driver, the motor controllerand the inverter 24 may convert the direct current (DC) voltage supplyby the main battery 26 into signals that can be used to drive the motor12. Some or all of these various controllers can make up a controlsystem, which, for reference purposes, may be the vehicle controller 32.Although illustrated and described in the context of the vehicle 10,which is a BEV, it is understood that embodiments of the presentapplication may be implemented on other types of vehicles, such as thosepowered by an internal combustion engine, either alone or in addition toone or more electric machines (e.g., HEVs, PHEVs, etc.).

The vehicle 10 may also include a climate control system 38 for heatingand cooling various vehicle components. The climate control system 38may include a high voltage positive temperature coefficient (PTC)electric heater 40 and a high voltage electric HVAC compressor 42. ThePTC 40 may be used to heat coolant that circulates to a passenger carheater. Heat from the PTC 40 may also be circulated to the main battery26. Both the PTC 40 and the HVAC compressor 42 may draw electricalenergy directly from the main battery 26. The climate control system 38may include a controller (not shown) for communicating with the vehiclecontroller 32 over the CAN bus 34. The on/off status of the climatecontrol system 38 can be communicated to the vehicle controller 32, andcan be based on, for example, the status of an operator actuated switch,or the automatic control of the climate control system 38 based onrelated functions such as window defrost.

In addition to the main battery 26, the vehicle 10 may include aseparate, secondary battery 44, such as a typical 12-volt battery. Thesecondary battery 44 may be used to power various vehicle accessories,headlights, and the like (collectively referred to herein as accessories46). A DC-to-DC converter 48 may be electrically interposed between themain battery 26 and the secondary battery 44. The DC-to-DC converter 48may adjust, or “step down” the voltage level to allow the main battery26 to charge the secondary battery 44. A low voltage bus 50 mayelectrically connect the DC-to-DC converter 48 to the secondary battery44 and the accessories 46.

The vehicle 10 may further include an alternating current (AC) charger52 for charging the main battery 26. The AC charger 52 may be connectedto a charging port (not shown) for receiving AC power from an externalpower supply. The external power supply may include an adapter (e.g., aplug) for connecting to the charging port at the vehicle's exterior. Theexternal power supply itself may be connected to an electrical powergrid. The AC charger 52 may include power electronics used to convert,or “rectify” the AC power received from the external power supply to DCpower for charging the main battery 26. The AC charger 52 may beconfigured to accommodate one or more conventional voltage sources fromthe external power supply (e.g., 110 volt, 220 volt, etc.).

Also shown in FIG. 1 are simplified schematic representations of abraking system 54, an acceleration system 56, and a navigation system58. The braking system 54 may include a brake pedal, position sensors,pressure sensors, or some combination thereof, as well as a mechanicalconnection to the vehicle wheels, such as the primary drive wheels 16,to effect friction braking. The braking system 54 may also be configuredfor regenerative braking, wherein braking energy may be captured andstored as electrical energy in the main battery 26. The accelerationsystem 56 may include an accelerator pedal having one or more sensors,which, like the sensors in the braking system 54, may communicateinformation such as throttle input to the vehicle controller 32. Thenavigation system 58 may include a navigation display, a globalpositioning system (GPS) unit, a navigation controller and inputs forreceiving destination information or other data from a driver. Thesecomponents may be unique to the navigation system 58 or shared withother systems. The navigation system may also communicate distanceand/or location information associated with the vehicle 10, its targetdestinations, charge point locations, or other relevant GPS waypoints.The vehicle controller 32 may communicate with each individual vehiclesystem to monitor and control vehicle operation according to programmedalgorithms and control logic. In this regard, the vehicle controller 32may help manage the different energy sources available and themechanical power being delivered to the wheels 16 in order to maximizethe vehicle's range.

In addition to the foregoing, the vehicle 10 may include a userinterface 60 to facilitate communications with a driver. The userinterface 60 may communicate with the vehicle controller 32 and mayprovide relevant vehicle content to a driver of the vehicle 10. Thevehicle controller 32 may be configured to receive input signals thatare indicative of current operating and environmental conditions of thevehicle 10. For instance, the vehicle controller 32 may receive inputsignals from the BECM 28, the transmission 30 (e.g., motor 12 and/orinverter 24), the climate control system 38, the braking system 54, theacceleration system 56, the navigation system 58, or the like. Thevehicle controller 32 may provide output to the user interface 60 suchthat the user interface 60 conveys energy consumption and rangeinformation, or other information relating to the operation of thevehicle 10 to a driver. The vehicle controller 32 and the user interface60 may form a control system 62 providing drivers with relevant vehicleoperational and environmental content.

Referring generally to FIGS. 2 a-5 b, the user interface 60 is shown ingreater detail in accordance with one or more embodiments of the presentapplication. As seen therein, the user interface 60 may include at leastone display 64 and associated circuitry, including hardware and/orsoftware, necessary to communicate with the vehicle controller 32 andoperate the display 64. The display 64 may be generally used to conveyrelevant vehicle content to a driver of the vehicle 10 including, forexample, information relating to the operation of the vehicle 10 and/orthe vehicle's range. The display 64 may be disposed within a dashboard(not shown) of the vehicle 10, such as in an instrument panel or centerconsole area. Moreover, the display 64 may be part of another userinterface system, such as the navigation system 58, or may be part of adedicated information display system. The display 64 may be a liquidcrystal display (LCD), a plasma display, an organic light emittingdisplay (OLED), or any other suitable display. The display 64 mayinclude a touch screen for receiving driver input associated withselected areas of the display. The user interface 60 or display 64 mayalso include one or more buttons (not shown), including hard keys orsoft keys, for effectuating driver input.

As shown in FIGS. 2 a-b, the display 64 may include a debt/surplus view66, which may convey range information associated with the vehicle 10.The debt/surplus view 66 may include a battery gauge 68 having a batterystate of charge (SOC) indicator 70. The SOC indicator 70 may convey therelative amount of electrical energy remaining in the main battery 26.The battery gauge 68 may further include a SOC region 71 defined by theSOC indicator 70. BEVs may have a limited range or distance that can betraveled before the main battery 26 is depleted. Accordingly, the rangeof a vehicle may also be referred to as its distance to empty (DTE)value. To convey the DTE value, the battery gauge 68 may also include aDTE indicator 72. As shown in FIG. 2 a-b, the DTE indicator 72 may be adigital data readout of the DTE value in units of distance (e.g., miles,kilometers, etc.) Alternatively, the DTE indicator 72 may be displayedelsewhere on the debt/surplus view 66. As the DTE value decreases, theSOC indicator 70 may move toward the “E” on the battery gauge 68.Correspondingly, the SOC region 71 may become smaller.

The manner in which the vehicle 10 is operated can be an importantfactor in determining how long the remaining charge in the main battery26 is expected to last. For instance, aggressive driving behavior maydeplete the main battery 26 more rapidly than relatively conservativedriving behavior. To this end, the estimated vehicle range or DTE valuemay be based not only upon the amount of battery energy available in themain battery 26, but also upon an energy consumption profile. The energyconsumption profile may correspond to an anticipated rate of energyconsumption based on several factors. For example, the energyconsumption profile may correspond to a theoretical or global averagerate of energy consumption for all types of drivers. According to one ormore embodiments, the energy consumption profile from which the DTE isestimated may correspond to an average rate of energy consumption forthe vehicle 10 or one of the vehicle's drivers. For instance, eachdriver of the vehicle 10 may be assigned a key ID identifying themselvesto the vehicle 10. This may allow driver preferences, settings or otherprofile information, such as an energy consumption profile, to be storedand recalled for each driver.

The key ID may be input to the vehicle either actively or passively atstartup. For example, each driver may manually enter a code associatedwith their key ID. Alternatively, the key ID may be automaticallytransmitted to the vehicle 10 using radio frequency (RF) technology. Inparticular, the key ID may be an RFID stored in a driver's key or keyfob that, when interrogated, transmits the driver's ID to the vehicle10. Whether the energy consumption profile is associated with thevehicle 10 in general or an individual driver of the vehicle 10, theenergy consumption profile may correspond to a lifetime average energyconsumption rate or an average energy consumption rate for a pastdistance traveled, period of time or some other relevant event. Thevehicle's estimate range may also factor in weather conditions, trafficconditions, information from the navigation system 58 (e.g., terrain,speed limits, traffic control elements, etc.), an instantaneous energyconsumption rate, or the like. The operation of the vehicle 10 may becontinuously monitored and analyzed in order to determine the impact ofdriving behavior on the vehicle's range. As described, the vehiclecontroller 32 may take into account past driving behavior, currentdriving behavior, and/or predicted future driving behavior whenassessing the vehicle's range and constantly updating the estimatedvehicle range or DTE value.

As mentioned previously, BEVs may have limited range; they may also havelimited opportunities to recharge. In order to inform drivers whetherthey will be able to make it to their next charge point, thedebt/surplus view 66 may also convey information corresponding to atarget. The target may be a destination, either intermediate or final,such as a charging location. Moreover, the target may be designated bythe navigation system 58 with or without driver input. Alternatively,the target information may correspond to a distance value input receivedby the vehicle controller 32, either directly or indirectly. Whetherinitially entered as a destination (e.g., navigation waypoint) or adistance, the target information may correspond to a current distancefrom the vehicle to the target, referred to as a target distance. Thus,in addition to the battery gauge 68, the debt/surplus view 66 mayinclude a distance to target (DTT) 74 indicator corresponding to thecurrent target distance. As previously mentioned, the target distancemay correspond to the current distance from the vehicle 10 to adestination, such as the next charging location. Similar to the DTEindicator 72, the DTT indicator 74 may also be a digital data readout ofthe target distance value.

The user interface 60 may convey vehicle range information and targetdistance information to provide drivers with reassurance that they willbe able to make it to their next charge point. If they are unable toreach their destination, the user interface 60 may also provide driversplenty of warning so they can either modify their driving behavior inorder to reach their target or change their target destination. When thetarget distance is less than the vehicle range (e.g., DTE value), thevehicle 10 may be considered to be operating with an energy surplus.Conversely, when the target distance exceeds the vehicle range, then thevehicle 10 may be considered to be operating with an energy deficit or“debt.” Accordingly, the debt/surplus view 66 may further include astatus indicator 76 to convey to a driver whether the vehicle 10 hassufficient electrical energy to reach its intended target. The statusindicator 76 may also convey the magnitude or amount of the debt/surplusin units of distance. Like the DTE indicator 72 and the DTT indicator74, the status indicator 76 may also be a digital data readout. As shownin FIG. 2 a-b, the amount of the energy surplus (deficit) may beobtained by subtracting the current target distance value from the DTEvalue.

In addition to the DTE indicator 72 and the DTT indicator 74, thedebt/surplus view 66 may include a trip distance indicator 78. The tripdistance indicator 78 may correspond to a current trip distance. Forexample, the current trip distance may be the distance the vehicle hastraveled since the start of a trip and may be associated with theodometer mileage between a trip start location and the current vehiclelocation. According to one or more embodiments, the trip start locationmay reset each time vehicle is started or may only be reset uponspecific driver input.

In addition to being shown as digital data, vehicle trip information,range information and target information may also be conveyedgraphically to provide a more qualitative visualization of the vehicle'slocation relative to a target location and an estimated empty or zerocharge location. The zero charge location may correspond to an estimatedlocation in which the energy available from the main battery 26 topropel the vehicle 10 will be depleted. Thus, the zero charge locationmay be based on the estimate of the DTE value. To this end, thedebt/surplus view 66 may further include a trip gauge 80. The trip gauge80 may graphically display the distance needed for the vehicle 10 toreach a designated charging location or some other target (e.g., thetarget distance) as well as an overlay of the expected range of thevehicle 10 relative to the target distance. As previously described, thedifference between the target distance and the vehicle range mayindicate whether the vehicle 10 has a surplus of charge in the mainbattery 26 (energy surplus) to make its destination, or rather a debt(energy deficit) indicating that the vehicle 10 is not projected to makeit to the destination at the current energy consumption level. Moreover,the surplus (debt) may be expressed in units of distance. Accordingly,the trip gauge 80 may help inform drivers whether they are likely toreach their target destination or not so that driving behavior or,alternately, the target destination, can be modified accordingly.

With reference to FIGS. 2 a-b, the trip gauge 80 may include a line orbar 82 having a first end 84 and a second end 86. The bar 82 may bestraight, as shown, or may be variously-shaped. For example, the bar 82may be arc-shaped or may comprise one or more line segments. The tripgauge 80 may convey distance as a linear scale. In this regard, thefirst end 84 may correspond to the trip start location. The trip gauge80 may further include a vehicle indicator 88 corresponding to a currentlocation of the vehicle 10 relative to the trip start location. Thus,the position of the vehicle indicator 88 relative to the first end 84may correspond to the current trip distance. The vehicle indicator 88may be a marker or some other element identifying and indicating therelative location of the vehicle 10 on the trip gauge 80. According toone or more embodiments, the vehicle indicator 88 may include a vehicleicon 90.

The trip gauge 80 may also include a target indicator 92 correspondingto a target location (e.g., charging location). The target indicator 92relative to the first end 84 may correspond to an overall distancebetween the trip start location and the target location. Moreover, thetarget indicator 92 relative to the vehicle indicator 88 may correspondto the current target distance. Like the vehicle indicator 88, thetarget indicator 92 may be a marker or some other element identifyingand indicating the relative location of the target destination.According to one or more embodiments, the target indicator 92 mayinclude a plug icon 94 depicting the target as a charge point. Ofcourse, alternate icons may be employed by the user interface 60 inconnection with the vehicle indicator 88 and the target indicator 92without departing from the scope of the present application. Forinstance, the target indicator 92 may include a bull's-eye, pin, flag,or the like suitable for indicating a target destination such as adesignated charging location.

According to one or more embodiments of the present application, thetarget indicator 92 may be fixed at a particular position on the tripgauge 80 and the vehicle indicator 88 may move along the trip gauge 80relative to the target indicator 92 and the trip start location based onthe current trip distance and the current target distance. In theexemplary display 64 shown in FIGS. 2 a-b, the current trip distance is10 miles as conveyed by the trip distance indicator 78 and the currenttarget distance is 40 miles as conveyed by the DTT indicator 74. Thus,the overall distance between the trip start location and the targetlocation is 50 miles. The vehicle controller 32 may calculate the ratioof the trip distance to the overall distance when determining where toposition the vehicle indicator 88 on the trip gauge 80. Accordingly, thevehicle indicator may be displayed approximately one-fifth (⅕^(th)) ofthe way between the first end 84 and the target indicator 92 (10miles/50 miles=0.20). Of course, the positions of the elements of thetrip gauge 80 may not necessarily be to scale. Instead, the vehicleindicator 88, for example, may only be displayed along the trip gauge 80to convey an approximate or general relation of the vehicle location tothe trip start location and/or the target location.

The trip gauge 80 may also include a trip distance region 96 associatedwith the current trip distance. Accordingly, the trip distance region 96may correspond to the section of the trip gauge 80 between the first end84 and the vehicle indicator 88. According to one or more embodiments ofthe present application, the trip distance region 96 may be used toconvey a history of vehicle performance, such as its energy efficiency.For example, the trip distance region 96 may exhibit one color to conveyperiods of relatively efficient vehicle operation and another color toconvey periods of relatively inefficient vehicle operation. Similar tothe trip distance region 96, the trip gauge 80 may include a targetdistance region 98 associated with the current target distance.Accordingly, the target distance region 98 may correspond to the sectionof the trip gauge 80 between the vehicle indicator 88 and the targetindicator 92.

According to one or more embodiments, the trip gauge may further includean empty indicator 100. The empty indicator 100 may be associated withthe estimated empty or zero charge location based on the range of thevehicle 10 (e.g., the DTE value). Accordingly, the position of the emptyindicator 100 relative to the vehicle indicator 88 may correspond to theDTE value and provide a relative indication of the vehicle's range.Moreover, the empty indicator 100 may convey the range of the vehicle 10relative to the target distance. Like the vehicle indicator 88 and thetarget indicator 92, the empty indicator 100 may also be a marker orsome other gauge element identifying and indicating the relativelocation of the zero charge location. According to one or moreembodiments, the empty indicator 100 may include an “E” icon 102symbolizing an empty energy storage device such as the main battery 26,though other icons, images or symbols may also be utilized.

As shown in FIG. 2 a, the target indicator 92 may be disposed betweenthe vehicle indicator 88 and the empty indicator 100 when the estimatedvehicle range exceeds the current target distance. As a result, theexemplary display shown in FIG. 2 a may indicate that a surplus ofcharge exists in the main battery 26 (e.g., an energy surplus) for thevehicle 10 to reach its target destination. Conversely, with referenceto FIG. 2 b, the empty indicator 100 may be disposed between the vehicleindicator 88 and the target indicator 92 when the current targetdistance exceeds the estimated vehicle range. Consequently, theexemplary display shown in FIG. 2 b may indicate that there isinsufficient energy available in the main battery 26 (e.g., an energydeficit or debt) for the vehicle to reach its target destination. Thus,the trip gauge 80 may visually convey whether the vehicle cansuccessfully make it to its destination based on the position of theempty indicator 100 relative to the vehicle indicator 88 and the targetindicator 92. As previously described, the energy surplus (debt) may beconveyed in terms of distance.

The trip gauge 80 may also help convey to a driver the relativeimportance of the displayed content at any given time. For example, neara start of a trip, a driver may see that the estimated zero chargelocation is fairly close to the target destination, but there may be arelatively long distance for the vehicle 10 to travel to reach thedestination. Accordingly, the content of the display 64, in particularthe trip gauge 80, may encourage the driver to carefully monitor thedriving environment as well as his or her driving behavior during thetrip to ensure that the target destination is successfully reached. Onthe other hand, a situation may occur where the target distance isrelatively small and the battery energy available is relatively large.For example, the vehicle 10 may only have 5 miles to go to reach thedestination, but 25 miles worth of additional charge in the main battery26 (i.e., DTE=25 miles). In such situations, the trip gauge 80 mayconvey to a driver that there is little risk that the vehicle 10 willnot make it to the target destination based on the relative locations ofthe vehicle indicator 88, target indicator 92 and empty indicator 100.

As previously described, the target indicator 92 may be fixed anywherealong the trip gauge 80. According to one or more embodiments, thetarget indicator 92 may be fixed on the trip gauge 80 approximatelymidway between the first end 84 and the second end 86, as shown in FIGS.2 a-b. In this manner, trip gauge 80 may further include a surplusregion 104 corresponding to the portion of the trip gauge 80 between thetarget indicator 92 and the second end 86. Moreover, a surplus scale 106may be associated with the surplus region 104. Accordingly, the tripgauge 80 may convey when an energy surplus exists as well as delineatethe actual or relative magnitude of the energy surplus when the emptyindicator 100 is disposed in the surplus region 104. In the exampleshown in FIG. 2 a, the vehicle range is 62 miles and the target distanceis 40 miles. Thus, the energy surplus is 22 miles (62−40=22). As aresult, the empty indicator 100 may be disposed in the surplus region104 adjacent a corresponding portion of the surplus scale 106 indicatingthe estimated 22 miles of additional battery charge beyond the target.The surplus scale 106 may linear, non-linear, or include portions ofboth. If the energy surplus exceeds the limits of the surplus scale 106,the empty indicator 100 may be displayed all the way at the second end86, or may not be displayed on the trip gauge 80 at all.

In the example shown in FIG. 2 b, the vehicle range is 35 miles and thetarget distance is 40 miles. Accordingly, the energy surplus is negativefive miles (35−40=−5) or, stated differently, the energy deficit is 5miles. Consequently, the empty indicator 100 is disposed between thevehicle indicator 88 and the target indicator 92. When this occurs, theregion between the empty indicator 100 and the target indicator 92 maycorrespond to a debt region 108. The relative position of the emptyindicator 100 between the vehicle indicator 88 and the target indicator92 may indicate the relative magnitude of the energy deficit and, inturn, the size of the debt region 108.

Variations to the trip gauge 80 can be made to emphasize differentpieces of information. For instance, as shown in FIGS. 3 a-b, thedisplay 64 may include a range view 111. In the range view 111, thetarget indicator 92 may be fixed at the second end 86 of the trip gauge80, with the empty indicator 100 displayed only if the zero chargelocation is located before the target destination indicating an energydeficit. In this manner, the trip gauge 80 may convey the projectedfailure to reach a target destination more prominently.

According to one or more additional embodiments, the empty indicator 100may be fixed on the trip gauge 80 while the vehicle indicator 88 and thetarget indicator 92 move along the trip gauge 80 relative to the emptyindicator 100. In this manner, the trip gauge 80 may emphasize theremaining distance to the zero charge location and/or the targetdestination, perhaps while deemphasizing the distance already traveled(e.g., the current trip distance). For example, with reference to FIGS.4 a-b, the empty indicator 100 may be fixed somewhere between the firstend 84 and the second end 86 of the trip gauge 80. In this embodiment,rather than a surplus scale 106, the trip gauge 80 may include a debtscale 110 for more accurately conveying the magnitude of an energydeficit, should it exist, as illustrated in FIG. 4 b in particular. Asanother example, with reference to FIGS. 5 a-b, the empty indicator 100may be fixed at the second end 86 of the trip gauge 80. Moreover, thetarget indicator 92 may only be displayed if the target destination islocated before the zero charge location indicating an energy surplus. Inthis manner, the trip gauge 80 may convey the projected success inreaching a target destination more prominently.

The display 64 may be updated to reflect any ongoing changes to thevehicle or system state. For example, if a driver takes a detour to thetarget from an expected or programmed route, the vehicle 10 maycommunicate with the navigation system 58 to determine a new targetdistance. In addition, updates to the estimated vehicle range (e.g., DTEvalue) may be communicated to the user interface 60, and subsequentlyconveyed to a driver, in real-time. In this manner, the vehiclecontroller 32 may receive input from one or more of the BECM 28,transmission 30, climate system 38, breaking system 54, accelerationsystem 56, navigation system 58 and the like corresponding toinformation associated with the content displayed by the display 64.Using this input, the vehicle controller 32 may determine, calculateand/or estimate trip distance values, target distance values, vehiclerange values, or the like. Additionally, the vehicle controller 32 maydetermine whether vehicle 10 has either an energy surplus or an energydeficit based on a comparison of the estimated vehicle range and thecurrent target distance. Moreover, the vehicle controller 32 maycalculate the difference between the estimated vehicle range and thecurrent target distance to determine the magnitude of an energy surplusor deficit. Further, the vehicle controller 32 may transmit or outputsignals causing the display 64 to adjust the position of the vehicleindicator 88, target indicator 92, and/or empty indicator 100 based atleast upon the current trip distance, the current target distance, andthe estimated vehicle range, respectively.

When no target information is provided, the vehicle 10 may predict atarget distance based on past driving history, such as average tripdistance or some other available metric. Alternatively, if a targetdistance or destination is not entered by a driver or is otherwiseunavailable, a budget distance may be generated. According to one ormore embodiments, the estimated DTE value at that time may be used as aninitial substitute value for the budget distance. Moreover, the currentbudget distance may be obtained by counting down from the initial DTEestimate based on the actual distance traveled (e.g., odometer mileage)since the initial DTE estimate was established. When using a DTEestimate as a default substitute value when a target distance/locationis not entered or becomes unavailable, the trip gauge 80 may help coachdrivers to at least obtain the initially estimated DTE. Since theestimated vehicle range or DTE value may be based on an energyconsumption profile for a driver, the trip gauge 80 may provide anindication of the driver's current driving behavior against himself orherself. When no target information is available, the debt/surplus view66 may not be available for display by the display 64. Rather, the rangeview 111 may be displayed. Further, the trip gauge 80 may not includethe target indicator 92 and the empty indicator 100 may be fixed at thesecond end 86, as shown in the exemplary display 64 depicted in FIG. 5b.

Moreover, the labels on the DTT indicator 74 and the status indicator 76may change when no target information is provided to reflect thedifference in the information being conveyed. For example, the label forthe DTT indicator 74 may switch from “charge point” or a similar term to“budget” or another similar term. Thus, the value associated with theDTT indicator 74 may correspond to the current budget distance.Similarly, the label for the status indicator 76 may switch from“surplus” or a similar term to “status” or another similar term. Thevalue associated with the status indicator 76 may correspond to thedifference between the DTE value and the budget distance. Moreover, thetrip distance indicator 78 may not be displayed when target informationis unavailable.

The display 64 may also convey vehicle range and/or surplus informationusing color schemes. In particular, one or more of the various displayindicators and/or gauge regions may change color based upon the DTEvalue, the surplus amount, or both. According to one or more embodimentsof the present application, the SOC region 71 may have a different colorfill based upon the DTE value. For instance, the SOC region 71 may bedisplayed in a first color (e.g., blue) when the DTE value is above aDTE threshold (DTE_(thr)). The DTE threshold may correspond to a DTEvalue at which low vehicle range warnings may be triggered. In thisregard, the SOC region 71 may change colors when the DTE value is belowthe DTE threshold to provide drivers with a warning of the relativelylow vehicle range. If the DTE value is below the DTE threshold, but isgreater than zero, the SOC region 71 may be displayed in a second color(e.g., yellow). Once the DTE value reaches zero, indicating that themain battery 26 has insufficient charge to propel the vehicle 10 anyfarther, the SOC region 71 may be displayed in a third color (e.g.,red). As the SOC region 71 may be relatively small when the DTE value iszero, a nominal SOC region and/or the indicator may be displayed in thethird color to further convey that the zero charge point has beenreached. According to one or more embodiments of the presentapplication, the DTE threshold may be a customer selectable distancevalue (e.g., 5, 10 or 15 miles). Further, coloring associated with theempty indicator 100 on the trip gauge 80 may also be based on the DTEvalue. For instance, the empty indicator 100 may be assigned the samecolor as the SOC region 71.

FIG. 6 depicts a simplified, exemplary flowchart 600 of a method forconveying range information using colors in accordance with one or moreembodiments of the present application. At step 610, the system 62 maydetermine the DTE value (DTE). The DTE value may correspond to the DTEvalue displayed by the DTE indicator 72. At step 620, the system maycompare the DTE value to the DTE threshold (DTE_(thr)). If the DTE valueis greater than the DTE threshold, then at least the SOC region 71and/or the empty indicator 100 may be displayed using the first color(e.g., blue), as described above and shown at step 630. If, however, theDTE value is not above the DTE threshold, the method may proceed to step640. At step 640, the system may next determine whether the DTE value isabove zero. If the DTE value is below the DTE threshold but above zero,then at least the SOC region 71 and/or the empty indicator 100 may bedisplayed using the second color (e.g., yellow), as described above andshown at step 650. Otherwise, the method may proceed to step 660. Atstep 660, at least the SOC region 71 and/or the empty indicator 100 maybe displayed using the third color (e.g., red), as described above.Although exemplary colors are described herein, the first, second andthird colors may be any three colors that may be distinguished from eachother.

According to one or more additional embodiments, the status indicator 76and the target indicator 92 may also convey vehicle range and/or surplusinformation using color schemes. Further, the target distance region 98,the surplus region 104 and/or the debt region 108, to the extent theyare being displayed in a given view of the display 64, may also beassociated with or otherwise displayed using different colors based onthe current range and/or surplus conditions of the vehicle 10. When thesurplus is positive, the select display elements may be displayedaccording to a first color scheme or state. For example, if the vehicle10 is operating with a positive surplus (or status, if no charge pointinformation is entered), the status indicator 76, the target indicator92, the target distance region 98 and/or the surplus region 104 may allbe displayed using the first color. If the vehicle 10 is operating witha negative surplus (or debt) and the DTE value is above the DTEthreshold, then select display elements may be displayed according to asecond color scheme or state. For example, the status indicator 76, thetarget indicator 92, and the debt region 108 may be displayed using thesecond color. The target distance region 98 may continue to be displayedaccording to the first color. If the surplus is negative and the DTEvalue is below the DTE threshold, then select display elements may bedisplayed according to a third color scheme or state. For example, thestatus indicator 76, the target indicator 92, and the debt region 108may be displayed using the third color. The target distance region 98may continue to be displayed according to the first color.

FIG. 7 depicts a simplified, exemplary flowchart 700 of a method forconveying range and surplus information using colors in accordance withone or more embodiments of the present application. At step 710, thesystem may determine the DTE value (DTE) and the surplus distance(Surp_(dist)). As previously described, the surplus distance may be thedifference between the DTE value and the target distance. Accordingly,the surplus distance may be obtained by subtracting the value displayedby the DTT indicator 74 from the value displayed by the DTE indicator72. If no charge point information is entered, the surplus distance maycorrespond to the difference between the DTE value and the currentbudget distance. At step 720, the system may determine whether thevehicle is operating with a positive energy surplus or a negative energysurplus (debt). Thus, the system may determine whether the surplusdistance is positive. If the surplus distance is positive, the methodmay proceed to step 730. At step 730, the system may output selectdisplay elements according to the first color scheme. For example, thestatus indicator 76, the target indicator 92, the target distance region98 and/or the surplus region 104 may all be displayed using the firstcolor. If, on the other hand, the surplus distance is negative, themethod may proceed to step 740. At step 740, the system may determinewhether the DTE value is above the DTE threshold (DTE_(thr)). If the DTEvalue is above the DTE threshold, the method may proceed to step 750. Atstep 750, the system may output select display elements according to thesecond color scheme. For example, the status indicator 76, the targetindicator 92, and the debt region 108 may be displayed using the secondcolor. The target distance region 98 may continue to be displayedaccording to the first color. If at step 740, however, the DTE value isbelow the DTE threshold, the method may proceed to step 760. At step760, the system may output select display elements according to thethird color scheme. For example, the status indicator 76, the targetindicator 92, and the debt region 108 may be displayed using the thirdcolor. The target distance region 98 may continue to be displayedaccording to the first color.

When no charge point information is available, the coloring strategy andassociated algorithm for the one or more indicators and/or regions mayvary. For instance, the region on the trip gauge 80 between the vehicleindicator 88 and the empty indicator 100 may always be displayed usingthe same color. Moreover, when the status indicator value associatedwith the status indicator 76 is positive, the status indicator may bedisplayed using the first color (e.g., blue). When the status indicatorvalue associated with the status indicator 76 is negative, the statusindicator may be displayed using a fourth color (e.g., white).

A display of the current estimated vehicle range and the needed range toreach a target destination, such as a charging location, which alsotakes into account instantaneous vehicle efficiency, may allow a driverto monitor whether his or her current energy demand is sustainable. Aspreviously mentioned, drivers want to be reassured that they will beable to reach their target before the main battery 26 is depleted.Drivers also want to receive sufficient warning if their current vehicleoperating behavior is consuming more energy than they can afford toexpend in order to reach the target. In order to alleviate this rangeanxiety, the trip gauge 80 may also include energy budget information.The energy budget may incorporate information about the range of thevehicle 10 (e.g., DTE) as well as the target distance and be representedas a budget threshold.

The instantaneous efficiency may be conveyed in units of energy per unitdistance (e.g., watt-hours per mile) to reflect an instantaneous energyconsumption rate. The current capacity of the main battery 26 may beprovided in units of energy (e.g., watt-hours). The target distance may,of course, be available in units of distance (e.g., miles). According toone or more embodiments of the present application, the energy budgetthreshold may be calculated by dividing the current main batterycapacity by the current target distance. Any efficiency values below thecalculated budget threshold may be indicative of a sustainable energydemand. Moreover, such efficiency values below the budget threshold maycause an increase in the energy surplus, while values above the budgetthreshold may decrease the energy surplus.

The budget threshold may increase as the ratio between the main batterycapacity and the target distance increases. Conversely, the budgetthreshold may decrease as the ratio between the main battery capacityand the target distance decreases. One or more of the display indicatorsor regions on the trip gauge 80 may be shown as a sequence of colorchanges (or as a sequence of circular rings, arrows, etc.) consistentwith gain/loss of energy surplus based on the instantaneous efficiencyrelative to the budget threshold. Because the instantaneous efficiencymay be related to the projected distance to empty, this display can benormalized relative the current situation. For example, an instantaneousefficiency or trip gauge could show a positive indictor when the driverwas going to increase the energy surplus and a negative indicator whenthe driver was decreasing the surplus (or increasing the debt). This maytie together the current driving behavior with the long term predictionsof making or not making it to the destination.

As previously described, the effect of the instantaneous energyconsumption rate on the energy surplus may be conveyed via one or moreof the display indicators or regions. For instance, color changes may beapplied to one or more of the display indicators or regions.Additionally or alternatively, additional elements may appear on thedisplay to convey instantaneous vehicle efficiency information. Suchadditional elements may be associated with the one or more indicators orregions described above, such as halos or chevrons. The impact of theinstantaneous energy consumption rate on the current debt/surplus may beexpressed as an instantaneous debt/surplus value (D/S_(inst)). Theinstantaneous debt/surplus may be calculated based on the instantaneousenergy consumption rate and the budget threshold. As previouslydescribed, the budget threshold may correspond to the consumption thatmay occur in order to still reach the target destination. Theinstantaneous debt/surplus may be the difference between theinstantaneous energy consumption rate and the budget threshold. In thisregard, a negative instantaneous debt/surplus value may be indicative ofan increasing energy surplus. Conversely, a positive instantaneousdebt/surplus value may be indicative of a decreasing energy surplus (orincreasing debt).

Various indicator color states or intensities may be output by thedisplay based on the instantaneous debt/surplus. For example, thevehicle indicator 88 may be displayed with varying color states andeffects based on the instantaneous debt/surplus value. According to oneor more embodiments, the color fill of the vehicle indicator 88 maychange based upon the instantaneous debt/surplus value. Additionally oralternatively, a ring or halo may be displayed around the vehicleindicator 88 based upon the instantaneous debt/surplus value. Moreover,the size, color and/or intensity of the halo may vary based upon theinstantaneous debt/surplus value. According to one or more embodiments,the vehicle indicator 88 may be displayed in five different color statesbased upon the instantaneous debt/surplus value. Each color state maycorrespond to a different range of instantaneous debt/surplus values asshown in Table 1 below:

TABLE 1 >D/S_(1st)_inst_thr, >D/S_(2nd)_inst_thr >D/S_(3rd)_inst_thrD/S_(inst) <D/S_(1st)_inst_thr <D/S_(2nd)_inst_thr <D/S_(3rd)_inst_thr<D/S_(4th)_inst_thr >D/S_(4th)_inst_thr (Wh/mi) (e.g., −40) (e.g., −40to −21) (e.g., −21 to +21) (e.g., +21 to +40) (e.g., +40) Level SurplusSurplus Nominal Debt Debt Increasing Increasing Increasing IncreasingLevel 2 Level 1 Level 1 Level 2 Indicator 1^(st) 2^(nd) 3^(rd) 4^(th)5^(th) Color State

FIG. 8 is a simplified, exemplary flowchart 800 of a method forconveying the instantaneous energy consumption information via thedisplay 64 in accordance with one or more embodiments of the presentapplication. At step 805, the system may calculate or otherwisedetermine the instantaneous energy consumption rate and the energybudget threshold. At step 810, the system may calculate theinstantaneous debt/surplus value (D/S_(inst)) from the instantaneousenergy consumption rate and the energy budget threshold. At step 815,the instantaneous debt/surplus value may be compared to a firstinstantaneous debt/surplus threshold (D/S_(1st) _(—) _(inst) _(—)_(thr)). The first instantaneous debt/surplus threshold may be anegative value (e.g., −40 Wh/ml) indicative of an instantaneousconsumption rate that is much less than the budget threshold. If theinstantaneous debt/surplus value is less than the first instantaneousdebt/surplus threshold, then the method may proceed to step 820. At step820, the vehicle indicator 88 may be displayed according to a firstcolor state. If, however, the instantaneous debt/surplus value is notless than the first instantaneous debt/surplus threshold, the method mayproceed to step 825. At step 825, the instantaneous debt/surplus valuemay be compared to a second instantaneous debt/surplus threshold(D/S_(2nd) _(—) _(inst) _(—) _(thr)). The second instantaneousdebt/surplus threshold may be a negative value (e.g., −21 Wh/ml)indicative of an instantaneous consumption rate that is less than thebudget threshold, but not by as much as the first instantaneousdebt/surplus threshold. If the instantaneous debt/surplus value isbetween the first instantaneous debt/surplus threshold and the secondinstantaneous debt/surplus threshold, the method may proceed to step830. At step 830, the vehicle indicator 88 may be displayed according toa second color state. If, however, the instantaneous debt/surplus valueis not between the first instantaneous debt/surplus threshold and thesecond instantaneous debt/surplus threshold, the method may proceed tostep 835.

At step 835, the instantaneous debt/surplus value may be compared to athird instantaneous debt/surplus threshold (D/S_(3rd) _(—) _(inst) _(—)_(thr)). The third instantaneous debt/surplus threshold may be apositive value (e.g., +21 Wh/ml) indicative of an instantaneousconsumption rate that is greater than the budget threshold. If theinstantaneous debt/surplus value is between the second instantaneousdebt/surplus threshold and the third instantaneous debt/surplusthreshold, the method may proceed to step 840. At step 840, the vehicleindicator 88 may be displayed according to a third color state. If,however, the instantaneous debt/surplus value is not between the secondinstantaneous debt/surplus threshold and the third instantaneousdebt/surplus threshold, the method may proceed to step 845. At step 845,the instantaneous debt/surplus value may be compared to a fourthinstantaneous debt/surplus threshold (D/S_(4th) _(—) _(inst) _(—)_(thr)). The fourth instantaneous debt/surplus threshold may be apositive value (e.g., +40 Wh/ml) indicative of an instantaneousconsumption rate that is greater than the budget threshold by more thanthe third instantaneous debt/surplus threshold. If the instantaneousdebt/surplus value is between the third instantaneous debt/surplusthreshold and the fourth instantaneous debt/surplus threshold, themethod may proceed to step 850. At step 850, the vehicle indicator 88may be displayed according to a fourth color state. If, however, theinstantaneous debt/surplus value is not between the third instantaneousdebt/surplus threshold and the fourth instantaneous debt/surplusthreshold, the method may proceed to step 855. At step 855, the systemmay determine that the instantaneous debt/surplus value is greater thanthe fourth instantaneous debt/surplus threshold. Accordingly, thevehicle indicator 88 may be displayed according to a fifth color state.

As shown in Table 1, the third color state may be associated with aninstantaneous debt/surplus value between the second instantaneousdebt/surplus threshold and the third instantaneous debt/surplusthreshold. The range of values between the second instantaneousdebt/surplus threshold and the third instantaneous debt/surplusthreshold may only slightly affect the overall surplus, positively ornegatively, if at all. Accordingly, for example, the third color statemay correspond to a neutral state in which the vehicle indicator 88 isdisplayed. That is, the color of the vehicle indicator 88 may remainunaltered from its ordinarily displayed color. The neutral ordinarycolor associated with the vehicle indicator may be similar to the firstcolor (e.g., blue) referenced above. Moreover, no additional displayeffects (e.g., halos or arrows) may be associated with the vehicleindicator 88 in the third color state.

As set forth above, the second color state may be associated with aninstantaneous debt/surplus value between the first instantaneousdebt/surplus threshold and the second instantaneous debt/surplusthreshold. The range of values between the first instantaneousdebt/surplus threshold and the second instantaneous debt/surplusthreshold may moderately increase the overall surplus. Accordingly, thesecond color state may correspond to a “Surplus Increasing Level 1.” Asan example, in the second color state, the color of the vehicleindicator 88 may be slightly intensified from its neutral state, thirdcolor state. Additionally or alternatively, an outer border 112 of thevehicle indicator 88 may illuminate to give the vehicle indicator 88 theappearance of a halo.

As set forth above, the first color state may be associated with aninstantaneous debt/surplus value that is less than the firstinstantaneous debt/surplus threshold. Values below the firstinstantaneous debt/surplus threshold may cause the overall surplus toincrease even more than the range of values between the firstinstantaneous debt/surplus threshold and the second instantaneousdebt/surplus threshold. Accordingly, the first color state maycorrespond to a “Surplus Increasing Level 2,” indicative of an even moreefficient instantaneous energy consumption rate relative to the budgetthreshold. As an example, in the first color state, the color of thevehicle indicator 88 may be intensified further than that of the secondcolor state. Additionally or alternatively, the outer border 112 of thevehicle indicator 88 may illuminate with greater intensity as comparedto the second color state.

As set forth above, the fourth color state may be associated with aninstantaneous debt/surplus value between the third instantaneousdebt/surplus threshold and the fourth instantaneous debt/surplusthreshold. The range of values between the third instantaneousdebt/surplus threshold and the fourth instantaneous debt/surplusthreshold may moderately decrease the overall surplus. Accordingly, thefourth color state may correspond to a “Debt Increasing Level 1.” As anexample, in the fourth color state, the outer border 112 of the vehicleindicator 88 may begin to illuminate in a different color than that ofthe first and second color states to warn drivers of the relativelyinefficient instantaneous consumption rate. For instance, the border 112may slightly illuminate in the second color (e.g., yellow) to give thevehicle indicator 88 the appearance of a different halo. Moreover, thecolor fill of the vehicle indicator 88 may remain largely in its neutralstate (e.g., blue).

As set forth above, the fifth color state may be associated with aninstantaneous debt/surplus value that is greater than the fourthinstantaneous debt/surplus threshold. Values above the fourthinstantaneous debt/surplus threshold may cause the overall surplus todecrease even more than the range of values between the thirdinstantaneous debt/surplus threshold and the fourth instantaneousdebt/surplus threshold. Accordingly, the fifth color state maycorrespond to a “Debt Increasing Level 2,” indicative of an even moreinefficient instantaneous energy consumption rate relative to the budgetthreshold. As an example, in the fifth color state, the color fill ofthe vehicle indicator 88 may change from its neutral state (e.g., blue)to the second color (e.g., yellow). Additionally or alternatively, theouter border 112 of the vehicle indicator 88 may illuminate with greaterintensity as compared to the fourth color state.

FIGS. 9 a-b depicts an exemplary display 64′ according to one or morealternate embodiments of the present application. As shown, the display64′ may include a battery gauge 68′ having a first end 84′ and a secondend 86′. In the illustrated embodiment, the first end 84′ may correspondto a lower battery charge limit for the main battery 26. The lowerbattery charge limit may signify that there is insufficient chargeremaining in the main battery 26 to propel the vehicle 10. Thus, thefirst end 84′ may correspond to a zero charge location. The second end86′ may correspond to an upper battery charge limit for the main battery26 (e.g., maximum charge). Similar to FIGS. 2 a-5 b, the battery gauge68′ may include a SOC indicator 70′ for indicating the state of chargeof the main battery 26. The SOC indicator 70′ and the first end 84′ maydefine an SOC region 71′. The display 64′ may further include a DTEindicator 72′ and a DTT indicator 74′. Similar to FIGS. 2 a-5 b, the DTEindicator 72′ and the DTT indicator 74′ may be digital data readoutsconveying their corresponding distance values numerically. Since the DTEvalue is associated with the state of charge of the main battery 26, theSOC indicator 70′ and corresponding SOC region 71′ may also provide arelative indication of the vehicle range.

The display 64′ may also include a target indicator 92′. Rather thanbeing displayed on a separate trip gauge, such as the trip gauge 80 inFIGS. 2 a-4 b, the target indicator 92′ may be disposed along thebattery gauge 68′. The position of the target indicator 92′ relative tothe SOC indicator 70′ and the first end 84′ may convey whether thevehicle 10 can reach its target location (e.g., a charge point) beforethe main battery 26 is depleted. For instance, if the target indicator92′ is between the SOC indicator 70′ and the first end 84′ correspondingto the zero charge location, as shown in FIG. 9 a, then the main battery26 may have sufficient energy to reach the target location under thecurrent and/or predicted future operating conditions. Conversely, if theSOC indicator 70′ is between the first end 84′ and the target indicator92′, as shown in FIG. 9 b, then the main battery 26 may be energydeficient with respect to reaching the target location.

The target indicator 92′ may be a marker, icon or some other elementidentifying and indicating the target distance (e.g., the DTT value)relative to the vehicle range (e.g., the DTE value). As shown in FIG. 9a, positioning the target indicator 92′ within the SOC region 71′ mayindicate that the target distance is less than the vehicle's currentrange. Thus, FIG. 9 a may depict an energy surplus condition. On theother hand, positioning the target indicator 92′ outside of the SOCregion 71′, as shown in FIG. 9 b, may indicate that the target distanceexceeds the vehicle's current range. Thus, FIG. 9 b may depict an energydeficit or debt condition. According to one or more embodiments, theposition of the target indicator relative to the first end 84′ mayprovide a general indication of the amount of charge that may berequired in order to reach the target location. Thus, the position ofthe target indicator 92′ relative to the SOC indicator 70′ may beindicative of the amount of surplus (or debt). Alternatively, in asurplus condition, the position of the target indicator 92′ maygenerally convey a relative amount of remaining charge that may beavailable in the main battery 26 when the vehicle reaches the targetlocation. To this end, the position of the target indicator 92′ relativeto the first end 84′ may be indicative of the amount of surplus.

While exemplary embodiments are described above, it is not intended thatthese embodiments describe all possible forms of the invention. Rather,the words used in the specification are words of description rather thanlimitation, and it is understood that various changes may be madewithout departing from the spirit and scope of the invention.Additionally, the features of various implementing embodiments may becombined to form further embodiments of the invention.

1. A battery gauge for a vehicle comprising: a first end associated witha lower battery charge limit; a second end associated with an upperbattery charge limit; a state of charge (SOC) indicator disposed betweenthe first end and the second end based on a battery SOC and; and atarget indicator, associated with a target destination, disposed betweenthe first end and the second end based on a target distance.
 2. Thebattery gauge of claim 1, wherein the target distance corresponds to adistance between the vehicle and the target destination.
 3. The batterygauge of claim 2, wherein a position of the SOC indicator relative tothe first end corresponds to an estimated vehicle range.
 4. The batterygauge of claim 3, wherein a position of the target indicator relative tothe SOC indicator indicates the target distance from a current vehiclelocation to the target destination.
 5. The battery gauge of claim 3,wherein a position of the target indicator relative to the first endindicates the target distance from a current vehicle location to thetarget destination.
 6. The battery gauge of claim 3, wherein a positionof the target indicator relative to the SOC indicator and the first endindicates whether the vehicle is currently able to reach the targetdestination based on the battery SOC.
 7. The battery gauge of claim 6,wherein the target indicator is disposed between the SOC indicator andthe first end when the estimated vehicle range exceeds the targetdistance indicating surplus battery energy exists for the vehicle toreach the target destination under current operating conditions.
 8. Thebattery gauge of claim 7, wherein the position of the target indicatorrelative to the SOC indicator indicates a magnitude of the surplusbattery energy.
 9. The battery gauge of claim 6, wherein the SOCindicator is disposed between the first end and the target indicatorwhen the target distance exceeds the estimated vehicle range indicatinginsufficient battery energy is available for the vehicle to reach thetarget destination under current operating conditions, the insufficientbattery energy corresponding to an energy deficit.
 10. The battery gaugeof claim 9, wherein the position of the target indicator relative to theSOC indicator indicates a magnitude of the energy deficit.
 11. A displaycontrol system for a vehicle comprising: a display including a batterygauge including a first end associated with a lower battery chargelimit, a second end associated with an upper battery charge limit, astate of charge (SOC) indicator associated with a battery SOC and, and atarget indicator associated with a target destination; and a controllerin communication with the display and configured to: calculate anestimated vehicle range based at least upon the battery SOC; calculate atarget distance based on a current vehicle location and the targetdestination; and output a signal causing the display to adjust aposition of the target indicator relative to the SOC indicator based onthe estimated vehicle range and the target distance.
 12. The displaycontrol system of claim 11, wherein the position of the target indicatorrelative to the SOC indicator indicates the target distance from thecurrent vehicle location to the target destination.
 13. The displaycontrol system of claim 11, wherein the position of the target indicatorrelative to the first end indicates the target distance from a currentvehicle location to the target destination.
 14. The display controlsystem of claim 11, wherein the target indicator is disposed between theSOC indicator and the first end when the estimated vehicle range exceedsthe target distance indicating surplus battery energy exists for thevehicle to reach the target destination under current operatingconditions.
 15. The display control system of claim 14, wherein theposition of the target indicator relative to the SOC indicator indicatesa magnitude of the surplus battery energy.
 16. The display controlsystem of claim 11, wherein the SOC indicator is disposed between thefirst end and the target indicator when the target distance exceeds theestimated vehicle range indicating insufficient battery energy isavailable for the vehicle to reach the target destination under currentoperating conditions, the insufficient battery energy corresponding toan energy deficit.
 17. The display control system of claim 16, whereinthe position of the target indicator relative to the SOC indicatorindicates a magnitude of the energy deficit.
 18. A display methodcomprising: calculating a target distance based upon a current vehiclelocation and a target destination; calculating an estimated vehiclerange based upon a battery state of charge (SOC); and displaying abattery gauge including a first end associated with a lower batterycharge limit, a second end associated with an upper battery chargelimit, a state of charge (SOC) indicator associated with a battery SOC,and a target indicator associated with the target destination and spacedapart from the SOC indicator based on the estimated vehicle range andthe target distance.
 19. The display method of claim 18, wherein thetarget indicator is disposed between the SOC indicator and the first endwhen the estimated vehicle range exceeds the target distance indicatingsurplus battery energy exists for the vehicle to reach the targetdestination under current operating conditions.
 20. The display methodof claim 18, wherein the SOC indicator is disposed between the first endand the target indicator when the target distance exceeds the estimatedvehicle range indicating insufficient battery energy is available forthe vehicle to reach the target destination under current operatingconditions.